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Unread 2016-11-17, 11:47 PM   #26
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2018 Toyota C-HR brings a dose of Scion to a new generation













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Toyota has no plans to leave behind the funky crossover segment, even though Scion is now closed. Enter the 2018 C-HR, which debuted in US-spec Thursday at the Los Angeles auto show.

We've seen the styling many times before, thanks to multiple concepts and more recently the production-ready variant at the 2016 Geneva Motor Show. The interior also remains the same as seen before, with the dashboard and controls slightly angled toward the driver.

While other parts of the world will have two engines choices to choose from – a 1.2-liter turbocharged unit and a hybrid model with a 1.8-liter four-cylinder motor – the vehicle will be sold, at least in the beginning, with a 2.0-liter four-cylinder in the US. The engine is matched to an all-new CVT and sends 144 horsepower and 140 pound-feet of torque to the front wheels. On paper, the C-HR lines up with the Honda HR-V and Mazda CX-3.

The C-HR hits dealerships next spring and will come in XLE and XLE Premium trims. Standard features on the XLE include a leather steering wheel, heated mirrors, dual-zone climate control, and an auto-dimming rear-view mirror. The XLE Premium adds heated front seats, blind-spot monitor, puddle lamps on the side mirrors that project "Toyota C-HR" onto the ground, and more. The CUV, regardless of trim, comes with a seven-inch touchscreen display and the automaker's Toyota Safety Sense P, which boasts radar cruise control, pedestrian detection, lane departure warning, and more, as standard.
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Unread 2016-12-14, 02:36 PM   #27
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Toyota C-HR to bank on design, driving dynamics to conquest customers







The Toyota C-HR. Hiroyuki Koba, general manager of the C-HR, says its polarizing design is key to Toyota's love-it-or-leave-it formula for turning heads and breaking the brand's reputation for boring cars. Photo credit: HANS GREIMEL


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TOKYO -- Toyota was late to the subcompact crossover party, but it wants to take a big bite out of the segment with the bold design and driving dynamics of its in-your-face C-HR.
And if the squat, muscular crossover looks too aggressive and wild, all the better.
Hiroyuki Koba, general manager of the C-HR, said its polarizing design is key to Toyota’s love-it-or-leave-it formula for turning heads and breaking the brand’s reputation for boring cars.
Toyota’s entry, which went on sale in Japan on Wednesday, aims to conquest more than the average 20 percent new-to-Toyota customer ratio achieved by its nameplates, Koba said.
Its distinct looks -- starting with is oversized wheels, bulging fenders and radically sloped rear window -- will get it noticed and help drive sales because market research shows design is the top priority of customers shopping in this segment, Koba said at a Tuesday launch event.
“If you like it, you love it. If you don’t like it, you never will,” said Koba, its chief engineer. “We are looking for customers who disliked Toyota before. We want to turn their heads.”
Toyota expects to sell 170,000 C-HRs a year globally, though Koba declined to give a breakdown for specific markets. The vehicle hits the U.S. next spring and will be sourced from Toyota’s plant in Turkey, which is expected to churn out 100,000 units a year.
“If you like it, you love it. If you don't like it, you never will,” says Koba.

A plant in Japan will manufacture another 70,000, mostly targeting the domestic market.
The C-HR goes up against early entrants in the fast-growing subcompact crossover segment, such as the Honda HR-V, Nissan Juke and Subaru Crosstrek. U.S. sales of subcompact crossovers surged 31 percent to 455,771 vehicles through November in a flat overall market.
But Koba said the C-HR’s responsive handling puts it more in the league of the Ford Focus and Volkswagen Golf. Indeed, the Japanese carmaker undertook early development of the C-HR in Europe to better tune its driving dynamics to Europe’s winding roads and high-speed highways.
Prototypes have been tested around Germany’s Nurburgring race circuit since 2013.
“It offers crisp clean driving like a hatchback,” Koba said.
The C-HR is being positioned as a global nameplate and will be sold in more than 100 markets. But Japan and Europe are expected to be the volume leaders, Koba said. Hybrid variants, using essentially the same system as in the Prius, will be offered in Europe and Japan.
The U.S. won’t get the hybrid for two reasons, Koba said. The first is that cheap gasoline prices make fuel-efficient hybrids a harder sell. The other is that the C-HR was initially planned as an offering for the now defunct, youth-oriented Scion brand, and a hybrid was deemed too pricey.
Now that it is being badged a Toyota, the company may reconsider that, Koba added.
The C-HR is the second nameplate, after the Prius, to ride on the Japanese company’s new modular Toyota New Global Architecture, or TNGA, platform. Most of its underpinnings are shared with the Prius, though Toyota tweaked the undercarriage and suspension in places.
Koba acknowledged that the company wanted to bring a subcompact crossover to market earlier to ride the boom. But Toyota had to wait until the TNGA platform was ready.
“We wanted to be somewhat earlier,” Koba said. “But because we were working in parallel with the TNGA platform development, there was some time required and there was a delay.”
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Unread 2017-03-08, 12:33 PM   #28
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2018 Toyota C-HR First Drive Review

Living in Two Different Worlds



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You can tell just by looking at it. The C-HR was supposed to be a Scion, right up until Toyota put the brand out of its misery. Like the rest of the survivors, it found asylum in Toyota, but it remains firmly a child of two worlds. As a result, it’s completely unsure of what it wants to be, and it shows.
Start with the name. C-HR stands for “Coupe-High Rider,” and it’s neither. The body side is styled to make it look like a coupe, with all the associated packaging drawbacks. The designers attempted to hide the rear door handles up near the roofline for a cool effect—but the location is inconvenient, especially for the children of the hip millennial families Toyota hopes will buy this thing. The kids won’t be able to see out of it, either, because like many a coupe, the rear side windows are tiny, up high, and way far forward of the rear seat, creating a cavelike environment in back. The interior also only comes in black, which doesn’t help.
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It’s not much of a high rider, either, being just 2 inches taller than a Yaris and only available in front-wheel drive. It has slightly less passenger space than a Yaris but a bit more cargo space.
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Read about the C-HR’s competitors in the Big Test comparison of 2015-2016 subcompact crossovers HERE.




Like its rival Nissan Juke, the C-HR will look cool and appeal to the kids. But without Apple CarPlay or Android Auto, the Toyota is something of a tough sell. Especially when you consider this brand-new product doesn’t have Toyota’s latest Entune infotainment system but rather an aftermarket-looking head unit with a similar user interface. More USB ports would help the case.
It’s not a techno wonder, but maybe the sporty handling could win them back. After all, it was developed on the Nürburgring. And despite its econobox roots, it really does handle tight turns quite nicely, with little body roll and excellent control. This TNGA platform is a wonderful advancement for Toyota’s vehicle dynamics. It goes around a corner much faster than you’d think, but nothing about the experience inspires you to drive the car hard. Performance without passion? Yes, it’s possible.
Responsibility lies at the feet of the powertrain, which is undersized and overstressed. The all-new 2.0-liter four-cylinder makes just 144 hp and 139 lb-ft of torque, which might be OK in a Mazda CX-3. But the front-drive C-HR weighs 300 pounds more than an all-wheel drive CX-3. How and why a vehicle this small weighs 3,300 pounds is a mystery, but regardless of where it comes from, it’s an albatross.









Along with the weight, there’s the matter of the CVT. Not all CVTs are bad these days, but this one is a throwback to when they were. In-gear acceleration, like passing, is painfully slow. If it hits 60 mph in less than 10 seconds, I’ll demand a recount. If you’re trying to find a hole in traffic, you’ll step on the gas, count two, listen to the engine wind up to 5,000 rpm, count another two, then feel the car begin to accelerate—slowly. On the plus side, it gears itself aggressively at a stop, so zipping around a busy city from stoplight to stoplight is no problem. As long as you don’t need to quickly dart around an 18-wheeler plodding along at 45 mph, the acceleration is perfectly adequate. That’s where Toyota expects most of these will live, and urban dwellers will find little to complain about.
Except maybe the noise. Wind noise, tire noise, engine noise, whatever the source, it’s rather loud inside the C-HR. At least the fuel economy is competitive at 27/31/29 mpg city/highway/combined, per EPA estimates.

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Then there’s the steering. It’s very quick for a crossover and a little heavy, which should impart a feeling of sportiness. It certainly changes direction quickly, but the steering has a dead spot on center then suddenly throws you into the curve when you turn the wheel past 5 degrees in either direction. Driving smoothly takes practice. You learn to make very small, smooth, and deliberate inputs to account for the dead zone.
Toyota attempts to increase the fun factor with a Sport mode—if you can unbury the command from the instrument cluster screen. It makes the throttle touchier and the steering heavier, but it doesn’t give it any more feel. The CVT is supposed to act like a seven-speed automatic, too, but it wasn’t noticeable.









It’s not all bad, though. The C-HR, even in its base form, is well equipped. Every C-HR gets the full-boat Toyota Safety Sense package of active safety features, including automatic high-beams, lane departure warning, lane keeping assistance, and automatic emergency braking with the ability to detect both cars and pedestrians. They also all get adaptive cruise control and a backup camera standard, though for some odd reason they put the camera image in the rearview mirror rather than on the also-standard 7.0-inch infotainment screen. The adaptive cruise control works in stop-and-go traffic, but you have to touch the throttle every time the vehicle comes to a complete stop, and even the shortest following-distance setting leaves plenty of gap for frustrated commuters to cut you off. Other sweet standard features: 10 airbags, dual-zone automatic climate control, Bluetooth, an electric parking brake with a hold function, 18-inch alloy wheels, a leather-wrapped steering wheel, sporty and comfortable bucket seats, and a cargo cover. All of that for just $23,460.
For about two grand more, you can step up to the Premium model, the only real option on the C-HR. With that, you get keyless entry and push-button start, heated seats, a blind-spot monitoring system, and rear cross-traffic alert.









Neither trim offers a sunroof, but you do get diamond impressions in the headliner to match other diamond-patterned interior panels, such as the kick plates and door trim.
The only other real option is the R-Code, which matches a white-painted roof with your choice of a red, blue, or aquamarine body, the latter of which is exclusive to R-Code models.
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Unread 2017-03-08, 12:34 PM   #29
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The 2018 Toyota C-HR is a bit of a contradiction. It seeks to appeal to younger buyers with futuristic rally-racer styling, but it’s missing the smartphone integration millennials demand. It was tuned on the Nürburgring, but it’s slow and passionless to drive. It carries all the disadvantages of a coupe body style and little of the functionality of a crossover. It is, however, an excellent value and will function very well for city dwellers who aren’t road warriors. The C-HR is trapped between two missions—trying to be a sports car and a rolling smartphone at the same time—and it achieves neither. At its heart, it’s the Corolla of crossovers, and for a lot of folks, there’s nothing wrong with that.













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Unread 2017-03-08, 01:00 PM   #30
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The front is horrid and the back looks like a copy/paste from a new civic.
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Unread 2017-08-31, 03:06 PM   #31
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Toyota teases C-HR Hy-Power hybrid concept for Frankfurt











The concept is said to hint at the future of Toyota's hybrid powertrain lineup across all core models.
Toyota has released a teaser image for the C-HR Hy-Power hybrid concept.





Penned by the company's European Design Center, the concept presumably previews a hybrid powertrain for the production C-HR and introduces a new trademark for the electrified powertrain.

"Its intention is to emphasize C-HR's emotional and powerful look, while hinting at future expansion of Toyota's hybrid powertrain line up within its core models," the company says.

The hybrid variant is expected to borrow powertrain technology from the fourth-generation Prius, which boasts a combined 121 horsepower and 106 pound-feet of torque from its gasoline/electric system.

Additional details are being kept quiet ahead of the C-HR Hy-Power's official debut in Frankfurt.
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Unread 2017-09-13, 10:49 PM   #32
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Toyota’s New C-HR Hy-Power Concept Offers More Bang, Adds Orange Details





The new Toyota C-HR Hy-Power concept has been unveiled and -as the name suggests- comes with more hybrid power and a brightly-colored exterior.

Toyota created the design study to explore the possibility of a higher powered hybrid version of the C-HR, since the regular C-HR Hybrid has proven to be massively popular with customers in Europe, attracting more than 75 percent of them.

Toyota’s designers cleverly avoided using any extra elements on the bodywork, working instead on “amplifying the inherent qualities of the production car’s design”, meaning new color combos, finishes and detailing.

The lower front lip spoiler, the area above the Toyota badge on the front of the car and the wheel arch trims are now finished in gloss black, with headlights, window frames and the 20-inch alloys finished in dark chrome. Striking contrast is provided by the ‘Burning Orange’ finish on the front pillars, door mirror housings and the accent bar within the headlamps.

A matching orange finish is also found on the lower front grille, with the concept’s roof wrapped in an also orange “diamond-cut” film. The interior follows the same theme on the dashboard, door cards and the leather quilted seats which featuring orange headrests and bolsters.

In a rather unusual move, Toyota hasn’t shared any details on the “higher powered” hybrid powertrain of the C-HR Hy-Power concept, only saying that it offers more power and performance than the regular 122hp hybrid version. What it does say however is that the company is planning to further expand its hybrid models, with details to be revealed in early 2018.

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